Fluid-pressure brake.



W. V. TURNER.

FLUID PRESSURE BRAKE. Y

APPLICATION YILED 223.6, 1905.'

Mey.

W. V. TURNllR.A

FLUID PRESSURE BRAKE. APPLICATION FILED m3031905.

1,109,714- Patented Sep13.8,1914A 4 SHEETS ASHELI Z4 F0// iff/6mm l W. V. TURNER.

FLUID PRESSURE BRAKE. APPLIGATloN HALBD PERS, 1905.

Patented Sept. 8, 1914!L 1SEEETlSHEBT 4.

WITNESSES j(narran STATES PATENT oFFIoE.

WALTER TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE WEST- INGHOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA', A CORPORA- TION OF PENNSYLVANIA.

FLIID-rREssURE BRAKE.

To ali whom-it may concern.' l

I2B@ it known that- I, VVALTEI: V. Ftmunn, a citizen`of the United States, residing 1n lVilkinsburg, in the county ot Allegheny and State of Pennsylvania, have invented a certain new and' useful Improvement 1n lt`luid-Iressure Brakes, of which improvement the following -is a specification.

pressure brake systems, and has for one of its objects to provide an improved distributing valve device adapted t0 be applied to locomotives or cars for controlling the supply ot' air to and its release from the brake cyl index'.

not-her object is to provide an improved form of engineers brake valve having ports cooperating with the ,improved distributing valve device., whereby the locomotive brakes maybe applied and released, if desired, without applying the train brakes, and also adapted to hold the locomotive or driver lbrakes applied while releasing the automatic Figure t is a diagranunatie view of the loeon'iotive equipment. the cugini-cfs brake. valve being.r indicated in plan with top removed` showing ports in the rotary valve seat. and the parts of the distributing valve device being sbown in section; Fig'. 2 a face view of the rotary valve; Fig. -3 a diagram showing the relative. position of the portsin the rotary valve and its seat. i'n the full lease position of tbe cngineefs brake valve` the ports in the seat. beingr indicated in light lines and tbe ports in the valve in heavy lines: Fig'. v-la similar diagram showing po` sillon ol ports in runningr position; Figs;l 5 and 3 similar diagrams illustrating' service and lap positions respectively, Figs. 7 and Specification of-Letters Patent.

Application filed February 6, 1905.

Serial No. 244,265

S similar diagrams showing positions for straight air application and straight air lap respectively; Fig. 9 a diagrammatic view f a diagran'unatic viewl of a brake equipment rl'his invention relates to automatic Huidrate parts, the triple valve portion 1,the

regulating and release valve mechanism 2, and the main `supply valve 3. The main reservoir 4 is connectedby means of main reservoir pipe 5 with the supply valve 3 and Patented Sept. 8, 1914.

also withthe engineefs brake valve 6, while `i the train pipe 7 communicates with the'piston chamber 25 of the triple valve device 1'. The pist-on 2-(1 is connecte-d .by stem 29 with the slide valve 30 in the "alve chamber-27, which communicates through I ipe 40 with the auxiliary chamber 41. In t ie slide valve seat are located ports 31 and 32, the former leading by'pipe 39 to the regulating chainlzer42, and the latter normally communi` eating with pipe 38 leading to a port 14`in the seat of the, cngincers brake-valve. The cavity 28 in `slide valve 30 is adapted to connect the two ports Vwhen thevalve is in release position. as indicated. Any desirable means may bc employed for charging the auxiliary chamber 4.1, but according to the preferred construction a port 33 is provided in the-slide valve, scat and communicates by a pine 5() with the main reservoir, said port 33 being so located at one side as to be covered by a slight outward movement of the slide valvc 30 when the pressure in the auxiliamY chamber rises to or slightly ex# reeds that ot the train pipe.. 'lhe regulat` iner and release valve mechanism'comprises a Amovable abutment, or piston 45, Subject to the pressure ot' the regulating chamber 42 on ont-side and on the other side to the valve chamber it. which is in open communication 47 for controlling the brake cylinder release port 48, and is also adapted upon forward movement to engage the stem of the small regulating valve 49 and open the same for venting air from the chamber 51 back of piston 52 of the supply valve device 3 through connecting pipe or passage 6l to the brake cylinder. The stem 55 of piston 52 operatesthc slide valve for controlling the port 57 communicating with pipe 58 leading to any number of brake cylinders, 59. A safety valve 60 may be provided for the brake cylinders, if desired. Main reservoir pressure is admitted from pipe 5 to the valve chamber 54, and leaking .around'the piston 52 will readily equalize in chamber 51 when the small regulating valve 49 is closed, whereupon the spring 53 holds the slide valve in position with supply ports 57 closed. AWhile this form of supply valve device is considered preferable, it will be evident that any valve mechanism operated by the regulating piston 45 for controllingl the supply of air to the brake cylinder anV its.release therefrom, may be employed.

`In the seat ot' the rotary valve of the engineers brake valve are located the usual train line port 8 communicating with train pipe 7, exhaust port 10 leading to the atmospheie, cavity 9, preliminary discharge port 12, feed port ll, and equalizing port 13, all of which may be ,of the usual construction. ln addition to these ports l provide a port 14 communicating with pipe 38 for controlling pressure in the regulating chamber, as hereinafter more fully explained. The rotary valve l5 has the usual through port 16 and large cavity 17 provided With openings 18, 19, 23 and 24 in the face of the valve, through ports 20 and 21, and small cavity or groove 22.

With the engineer-s brake valve in its normal running position, as indicated in Fig. 4, air from the mainreservoir which enters the brake valve through pipe 5 flows through port- 20, feed port l1 and the feed valve de vice 62 to the train pipe .in the usual man ner, charging the same to the normal stand ard degree of pressure. As the pressure rises in chamber 25 on the triple valve pis`v 'ton 2li, the slide valve 30 is moved to its in ner position, in which the port 32S is open, thereby charging the auxiliary chamber 4l and ,the vulve chamber 27 from the main reservoir through pipe :3Q at substantially thI same rate that the train pipey is charged. When the system fully charged the pressure in valve chamber 27 acting on piston 2G moves the slide valve suiiiciently to cover port 83 and cut oil further increase in the pressure of the auxiliary chamber, In this running position of the engineers brake valve the extension 63 of cavity 22 establishcs communication from the port 14 and regulating chamber is in open communication with the atmosphere and the brakes are released. "When the engineersbrake valve is turned to position for service application, indicated in Figv, the regulating chamber port 14 and feed port 11l are closed and the preliminary discharge port 12 is opened to the exhaust port 10 through the groove or cavity 22, thereby Amaking a reduction in 'the equalizing reservoir and in the train pipe in the usual way, the brake valve being turned to lap position, Fig. 6, in which all ports are closed, when the desired reduction is made. The reduction in train pipe pressure operates to apply the automatic train brakes in the usual manner, and also acts upon the triple piston 26 of my improved distributing valve device, causing the same to move out against the spring pressed graduating stem 43 and open the port 31, whereupon air under pressure from the auxiliary chamber flows to the regulating chamber 42 charging the same to the desired degree of brake cylinder pressure. As the pressure in the auxiliary-chamber falls to equal that of the train pipe the graduating spring moves the piston 26 and valve 30 to lap and closes the service port 81. The pressure in the regulating chamber actuatcs the piston 45 tol move valve 47 to close the exhaust ports 48, vand to open the small regulating valve 49,/

thereby releasing air from the chamber 5l in the rear of piston 52 of the supply valve to the brake cy inder Space, so that the main reservoir pressure ,in valve chamber 54 on the opposite side instantly actuates the piston to move the slide valve 56 to open the port 57 and supply air from the main reservoir through the pipe 58 to the brake cylinders and the chamber 44. As soon as this pressure equals or slightly exceeds that of the regulating chamber on the opposite side of piston 45 the same will be moved back suihciently to permit the small regulating valve 49 to close but not to open thc exhaust ports 48. The instant the regulating valve closes the pressure equalizes upon opposite sides of the supply piston 52 and the spring 53 moves thc piston and-valve to close the brake cylinder supply port 57. In a similar manner, a further reduction operates to increase the brake cylinder pressure, which al.- Ways corresponds to that of the regulating chamber 42. Should there be any leakage from the brake cylinders the pressure of the regulating chamber operating. upon piston 45 causes the same to slightly open the regulating valve 49, whereupon the supply valve 56 opens sufficiently to supply air to the brake cylinder to compensate for such leak age, so that the brake cylinder pressure is maintained substantially constant and equal to that in the regulating chamber. To rex lease the automatic train brakes the engipipe. 38 yto the exhaust port l0, so that the position, indicated in Fig. 3, whereupon air frnln tile main reservoir Hows tln'tlugll ports 16, 3. large cavity 17 and purl, tu tille train pipe 'l'. innrlrllsirlg the preL mllirlirlg lllv rllllse nf tlle triple vulves in the usual wlw'. The pressure ig also increased in ille CllzllllllQr nu piston 2G. and moves tile lllillll, rllil'll 3f) to release position, :ls Sl'luwn in Yip; 1, llllt as port 11 di pipn is Closell :lt the sollt nf the rotary valve of ille llrllke lllolllls nl" illus l-(lntrlllling tile port 1-l llt t'lll.x 'l

irc therein :lnrl

llrlliw valvo tl'lo, @infine lrlrlllzlg will lle llvld llpplirll lenlpul'llrily wllill llrll livin rlllolllell. tllvrellv lunllrllinw tlll l FT? the train lll-allee:

Allin llnll pllwnlil'lg tlltfi surging lllllsllll nl l tlw lrlffllnulliw llnll ful-wurd ',llrs upon r0-4 llellw nlt tlll llrllls. wllllll. with 'llley llppm rlltlrg now in uw. uftn rvslllts in sllnl'lm llnll fwtrnins. sometimes Causing n lnrvlllvinlwrl 0 tlll train.

li it; is; desir-ell tllllt tllc distributing vulve llerivll llpllrllto tu rlllcllsn tlle Ongine lnllll, ('jllillllvlb4 llt tllvr slime time that tllt tl'llill lllzllllell zlrl' relllllrll-ll, tllly eix'llrllllt port, 32 nllly :notitw: lll-l cllllpllll up tur llrslwillggj Al tllliu.

'lll

lumi il ltllw; uur! ill'tll.'

lllipea prvsz-.lllrll iw sllticiellt, to llluvl; till: piatml itl and slllll;y Yllll'e 2l() to rlgllzxlgle pozfll loll;

wlllln llllx tlllin pipo prllllrl is. ll/lilltll lnlfrvllsvil. :is this lllvl'vlllsl ill trllill l 216, llllving Eil is supplied through the feed valve to the train pipe and equalizing reservoir, maintaining the same at the desired degree of pressure While the engine brakes are being controlled with straight air.

The straight air feature may be embodied in a straight air brake valve separate from the engineers brake valve, if desired, as indicated in Fig. 9, in which case the pipe 38 is connected to port 64 in the seat of straight air brake valve 65, which is provided With a small rotary valve 66 having a port 64 with exhaust port'69 leading to the atmosphere, the chamber above the rotary valve being connected with the main reservoir pipe 5 in the usual Way. With this construction the be applied independently y engine brakes may of the train brakes by turning the straight air brake valve to application position, in which port 67 registers with port 64 and air is supplied through pipe 38 to the regulating chamber, which operates to supply air tothe engine brake cylinders as before described. The pressure of the regulating chamber may then be released or graded down as desired by turning valve 66 so that cavity 68 connects port 64 and exhaust port G9. he normal position of the valve 66 is an intermediate one, in which the port 64 is closed so that pressure may accumulate in the regulating chamber when the automatic brakes are applied with the engineers brake valve 6 or by a reduction in train pipe pressure. Another important advantage derived from the use of the separate straight air brake valve is that after the engine and train brakes have been applied in the usual manner With the autcatic system and the engineers brake valve is on'lap, the engine brakes may be released Without releasing the train brakes by merely turning the straight air valve 6G to release position, in which the air from the regulating chamber exhausts to the atmosphere through pipe 3S, ports 64, 68 and 6. The engine brakes may afterward be applied with straight air and the automatic train brakes may then for recharging held applied, therelrv giving a complete and independent control ot' the engine and train brakes.

The modification shown in Fig. 1l illustrates my improved distributing valve device adapted for application to cars or other vehicles not provided with an air compressor or independent source of air pressure, and in this case l en'iployY a large auxiliary storage reservoir, 70, which may be charged from the train pipc T, or in manner. According to a preferred construction, a check valve 71 is interposed between the train pipe and a port 72 in the seat of the triple valve device l, while another port 73 communicates ivith pipe 5 and with l tegral casing with the storage reservoir 70.

be released while the engine brakes are any other desirable l open communication and are all charged l y i i l i stop 43 and opens service ing the regulating chamber 42 from the with air from the train pipe. When an application of the brakes is made by the usual reduction in train pipe pressure the piston 26 moves out against the graduating spring port 31, chargauxiliary chamber. 41 as the ports 72 slide valve 30 regulating and before described, and 73 being closed by the in its service position. The supply valve devices, 2 and 3, then operate to supply air from pipe 5 and the storage reservoir 'Z0 to the brake cylinder 59, charging the same to a degree of pressure equal to that et the regulating chamber. When the air pressure ci the auxiliary chamber 41 diminishes to that of the train pipe the triple valve device moves to lap position, closing port 31 as before described. The auxiliary chamber and regulating chamber are made of such relative capacities as to give the desired degree of brake cylinder pressure corresponding to the usual reductions in train pipe pressure, but the .storage reservoir may be of much larger capacity than the ordinary auxiliary reservoir, so that a number of full servit. afpplications may be made successively, i desired, without materially recharging the storage reservoir. As the pressure remaining in the storage reservoir is then ordinarily much higher than that of the train pipe and auxiliary chamber at the time of releasingr the brakes, a graduated release may be made, if desired, by slightly increasing the train pipe pressure and then moving the engineers brake valve to lap position. This increase is sufiicient to move the triple valve piston 26 and slide valve 30 to release position, opening the exhaust port 32 and uncovering the port 73 leading to the storage reservoir. Air from the reservoir 7() then flows into the valve chamber 2T and acting on piston 26 moves the slide valve 3() back to lap position. V[n the meantime, a portion ot' the air in the regulating chamber has escaped to the atmosphere. causing a reduction therein, whereupon the regulatin r and release valve device 2 operaies as efore described to diminish the brake cylinder pressure a corresponding amount. In this manner the brake cylinder tributing valve device separated, it will he evident that in actual practice these valve devices may all be combined in a single inauXihary chamber These ports are arl and the regulating chamber, thus making a 'very @111111111111 @sign nf apparatus, which 111:11Y be Secured in 1111.1' convenient position l Having 111m' llvbcr'ilmfl my invention, Wlmt IV 111111111 115 110W nml (les'uw to Secure by Leters Patent is:Aw

1. [11 i1 Huid 111' 11891111lcfa-r :1 1list1'ib11ting vulve device mnxprmln; u 11min valve for 11 11tr11lli11 ille s 1111]; of fluid under pms- S111'e lo the l/111lw' cylindm, 11 regulating 141111111191', :1 11'1111'11'1l1 nlwtnwn., subject, 111

wpemtml by 11n 111151111151: in premura tlwnein n l All Ml l? regulating Qlmmbei :1111i an auxiliary cham livr. vulw mechanism governml lwjy al1@ 1v1-esr Mire of the wguluting lmmber fm controlling the supply of al1- fi'um 1h13 rvseiwi; tu tlw ln'filie 1: ,'lin1le1'1 11 valve controlling pmts from the auxiliary (flnunbei' 111 the regulatin;r ('lmnxlm'. and fmn tlm rvsmmir 111 the nnxiliurv clmmber. :1111i 11 pistnn snlrium 1,0

the 01111 ng pressinwslnf 1li@ '111111 pipe 111111 1h11 nnxilkn'y Chamber for operating; 521111 15 111111?,

311m lnnkv. the cmnlvimr 1min unl/1111*, mln; 111ml is controlled by variations in train pipe pressure, a valve for controlling the release from the brake cylinder, a movable. abutment subject to the opposingr pressures of the regulating chamber and the brake cylinder for operating said valve, and a brake valve having ports for also controlling the release from said regulating chamber.

12. In a fluid pressure brake, the combination with a reservoir` train pipe, and brake cylinder, of a regulating chamber. a valve for controlling the releasev from the brake cylinder, a movable abutment subject to the opposing pressures of the regulating chamber and the brake cylinder for operating said valve, a triple valve device operated byvariations in train pipe pressure for supplying' air to the regulatingr chamber, and an engineers brake valve having ports for supplying air to the train pipe and for controlling the release of air from the regu` lating chamber.

13. In a fluid pressure brake t tion with a reservoir and train L regulating chamber, valve lneehani.. a erned by the pressure in the regulan chamber for Controlling,` the supply of from the reservoir 'lo the brake cylinder, and

an en ineers brake valve having ports I adapted in one position to supply air from the reservoir to the train pipe, and to vopen communication from the reservoir to the regulating chamber.

lll. In a fluid pressure brake, the combina tion with a reservoir and train pipe, ot a regulating chamber, valve mechanism governed by the pressure in the regulating chamber for controlling the supply of air from the reservoir to the brake cylinder. a triple valve device operated by variations in train pipe pressure for controlling the suyply and release of air to and from the regih latingr chamber, a brake valve having a port.. normally connected to the triple valve es; hansb, and a cock for opening said exhaust to the atmosphere.

l5. In a fluid pressure brake. the eombination with a reservoir and train pipe, of a regulating chamber, valve mechanism gov erned by the pressure in the regulalzingV chamber for Controlling the supply of air from the reservoir to the brake rylinder, a triple valve device operated b y varisu'lcuis in train pipe pressure for controlling the supply and release of air to and from the regu4 .j lating chamber, a brake valve having a port. i

normally Connected to the triple valve eX- haust and to said regulating enarnoer7 and a cork for closing the connection from be` brake valve to the regulating chamber and opening the exhaust port to the atmosphere.

16. In a fluid pressure brake, the mnffinir tion with u train pipe. ol a Chamber. a. valve mechanism operated by varying the pres`- sure in said cllamber fior controlling the resures ol the train pipe und a press` lier. and vulve means oi'eratml .by seul ahntlease of air from the brake cylinder, and an automat-ie valve device operated by a gradual inrrease in train pipe pressure for varying the pressure in said chamber to thereby elllen-t a partial release of the brakes.

l?. In a fluid pressure brake, the combination with a train pipe, of a elunnber, a valve merhanism operated by a redurtion in pres sure in said chamber tor releasing air from the hralie rylinder, and au automatic valve device operated by a gradual increase in train pipe pressure for reducing the pressure in said chamber to thereby eii'ect a partial release of air from the brake cylinder.

18. In a fluid pressure brake, the combination with a train pipe, brake cylinder, and a source ol' I'luid pressure, ofa regulatingchamber, a halve mechanism operating upon u seslurtiou in pressure in said chamber for releasing air from the braille cylinder, and au automatic valve derive vomprising u Inovable alnltinent subjerl to the oppo g1 pres charnment upon a gradual increase in Main pipe her and for suppl \in,g air from sani source el lluid pressure to the pressure chamber le or' said abutment. l?. In a lluid pressure brake, the Combinai. with a train pipe, brake cylinder, and'a nl' lluid pressure. of a regulating chanlu; a valve mechanism subject to the pressures of the brake cylinder and said rhamber for controllingr the release of air from the brake cylinder, an automatic valve derive subjeet to the opposing pressures of 1:he train pipe and a pressure chamber and operating upon a gradual increase in train pipe pressure for releasing Huid from said regulating chamber and for supplying' fluid from said sourire of pressure to the pressure chamber side of said abutment lo thereby @fleet a gradual release of air from the brake Cylinder.

20. ln a tluid pressure brake, the combination of a, brake cylinder` a regulating Cham her, a valve for Controlling the release vfrom the brake Cylinder. and rinvalile abutment subject le the opposing pre tres of the ulating Chamber and the bra lindern and operatml by a redurtion in Mesure vin the regulating eluunber for nrw-ating iid valve, .mrd abuinient being constantly eject on the full erm nl? one side to lhabrale eyliniler pressure.

ln a fluid pressure brake, the rfornbiniv tion of a brake cylinder, :if regulating chamber, auf! a valve devise ineludilnv movable abutount having its full armi eonstai'itly suhuiwl, tu the brake eylinder pressurfff and operaiecl by grailualwl Vedurtions of prespressure for releasing air from swirl rharntion of a brake cylinder, a regulating chamber, a. valve for controlling the supply of fiuid to the brake cylinder, a movable abutment having the full area subject at all ti'mes to the opposing pressures of the regulating chamber and the brake cylinder and operating upon an increase in pressure in the regulating chamber for actuating said valve, and another valve operated by said abutment upon a reduction in pressure in the regulating chamber for controlling the release from the brake cylinder.

23. In a fluid pressure brake, the combination of a triple valve device operated by varlatlons 1n train pipe pressure for controlling the appllcation and release of brakes,

.and a brake valve having means controlling riations in train pipe pressure for controllling the application and release of' brakes,

and a brake valve having means controlling thetriple valve exhaust, ports and connections for controlling the train pipe presA sure, and for effecting an application of brakes independently of the triple valve, and a cock for cutting off communication from the triple valve exhaust to the brake valve and opening the Same to the atmosphere.

25. In a fluid pressure brake, the combination with a brake cylinder, of a regulating chamber, a movable abutment subject to the opposing pressures of the regulating charnber andthe brake cylinder, and valve means controlled by said abutment for effecting the supply of fluid to the brake cylinder upon an increase in pressure in the re ulating chamber and for effecting the re ease of fluid from the brake cylinder upon a reduction in pressure in the regulating el fvnber, said abutment having a lap position in which the application and release ports are closed.

In testimony whereof I have hereunto set my hand.

WALTER v. TURNER.

Witnesses z R. F. EMERY, J. B. MACDONALD. 

